US2456719A - Vehicle tandem axle running gear - Google Patents

Description

Dec. 21, 1948. w. E. MARTIN 2,455,719

VEHICLE TANDEM AXLE RUNNING GEAR 4 Sheets-Sheet l Filed April 20, 1946 INVENTOR.

W.E.MARTIN Dec. 21, 1948. w. E. MARTIN VEHICLE TANDEM AXLE RUNNING GEAR 4 Sheets-Sheet 2 Filed April 20, 1946 FIE INVENTOR. WE. MARTIN BY W271 W FIE-E1 Dec. 21, 1948. w. E. MARTIN VEHICLE TANDEM AXLE RUNNING GEAR 4 Sheets-Sheet 3 Filed April 20, 1946 INVENTOR. \ALE .MARTI N Dec. 21, 1948.

Filed April 20, 1946 W. E. MARTIN VEHICLE TANDEM AXLE RUNNING GEAR 4 Sheets-Sheet 4 ZN VEN TOR.

W. EMARTNN Patented Deco 21, 1948 VEHICLE TANDEM AXLE RUNNING GEAR William E. Martin, KewaneeJli.

1946, Serial No. 663,654

1 Claim. (Cl. 280104.5)

Application April 20,

My present invention relates to the. running gear of a vehicle, sometimes referred to as a tandem axle. Among the objects of this invention are the provision of a flexible running gear for a vehicle supported on tandem axles; the provision of a running gear for the purpose indicated in which the separate units of the tandem axle may shift laterally in going around. a corner so as to reduce the amount of the side slip or scuffing of the tires and thereby reduce tire wear; the provision, in a structure of the character indicated, of means permitting one unit of a tandem axle to drop into a hole or ride over an obstruction without transmitting to the supported vehicle body an undue amount of the effects of the depression or obstruction; and

such further objects, advantages, and capabilities as will hereafter appear and as are inherent in the construction disclosed herein. My invention further resides in the combination, construction, and arrangement of parts illustrated in the accompanying drawings and, while I have shown therein what is now regarded as the preferred embodiment of this invention and a modification thereof, I desire the same to be understood as illustrative only and not to be interpreted in a limiting sense. i

In the drawings annexed hereto and forming a part hereof,

Fig, l is a'plan view of a tandem axle embodying my present invention with the vehicle frame shown as supported thereon;

- Fig. 2 represents a side elevation of the structure shown in Fig. 1:

Fig. 3 represents a longitudinal section of a flexible connection at one end of an axle;

Fig. '4 represents a central vertical section through the structure shown in Fig. 3;

Fig. 5 represents a modified form of the structure shown in Fig. 3;

Fig. 6 is a plan view of the tandem frame and wheels, showing in broken lines the type of action which takes place in going around a corner, this figure being in the nature of a horizontal section approximately along the plane indicated by the line 6-6, Fig. '7;

Fig. 7 represents a sectional elevation outside of the trailer frame and partly through one of the flexible bearings of the tandem frame;

Fig. 8 represents a vertical transverse section approximately along a broken plane indicated by the line 8-8, Fig. '7;

Fig. 9 represents a vertical section through gnother type of a flexible bearing for the tandem rame;

' structed and adapted to Fig. 10 represents a fragmentary side elevation showing the effect of one of the tandem units dropping into a depression;

Fig. 11 is a fragmentary form of an end portion of frame units; and

Fig. 12 represents a structure shown in Fig.

view of a modified one of the tandem transverse section of the if taken approximately along the plane indicated by the line i2-'-|2 of that figure, with the washer removed.

Reference will now be made in greater detail to .the annexed drawings for a more complete description of this invention. The vehicle frame is shown as comprising a pair of side frame members I and a plurality of cross tie members 2 connecting the members i. The running gear is shown as comprising four pairs of wheels denoted collectively by the numerals l, 4, 5, and 6, axles I and 8, and connecting supporting members 9, l0, and if. provided at their ends with the usual mounting means for wheels.

In order to permit a certain amount of freedom of action at the corners of the tandem frame, a resilient material, such as rubber sleeves under compression, is used between the moving parts, as is shown in Figs. 3, 4, 5, and 9. The rubber is under sufficient compression to cause it to adhere to the metal parts with which it is in contact and relative movement of these parts therefore causes distortion of the rubber under operative running conditions as the wheels follow road contours and lateral curves.

The type of construction for connecting the members I, 8, 9, and I0 is shown in Figs. 3, 4, 5, 9, 11, and 12, the structure shown in Figs. 3 and 4 differing from that shown in the other figures by reason of the fact that it has a metallic sleeve l2 inside of the rubber sleeve l3. Since the axles I and 8 are identical, stood that any description referring to one of them is to be interpreted as applying to the other one, also.

In the structure shown in Figs. 3 and 4, the metallic sleeve I2 is forced into-or bonded to the rubber sleeve or bushing l3, and then this is mounted in the lower half ll of the housing conclamp the rubber tightly. The upper half or cap lb of this housing is fastened to the lower half by bolts IS, the nuts of which may be tightened up to squeeze the rubber into tight engagement with the sleeve i2.. The rubber is also confined laterally between the washers l1 and iii, the latter of which is forced inwardly by the nut l9. From the fore- The axles l and 6 are it will be undergoing, it will be clear that the rubber bushing I3 is forced into very tight engagement with the sleeve l2 and its housing I4, l5.

It is apparent that, by tightening up the nut 28 against the washer 2| which engages the end of sleeve l2, the latter can be forced against the washer 22 which bears against the shoulder 23 of the bar 9. If this nut 20 is tightened sumciently, the sleeve l2 will be held against rotation on the reduced end of bar 9 but flexure of the rubber bushing l3 will permit relative movement between the bars 8 and 9. If desired, the parts l2, l9, and 22 may be omitted, as shown in Fig. 5. In this case, the washers Ila and la replace the washers I1 and i8. Also, the confinement of the rubber is achieved the same way as in the structure previously described, except that the bushing 13 is connected with or forced directly upon the reduced end 24 of the bar 9. Consequently, the rubber contacts or adheres directly to the end portion of this bar rather than to an intermediate sleeve l2. In the latter construction and in the structure of Figs. 3 and 4, limited twisting is permitted in conjunction with the relative movement of the connected bars, vertically or horizontally. The structure shown in Figs. 7, 8, and 10 is similar to that described above but there are certain differences which will now be pointed out. For example, a channel bar 26 provided with downwardly extending earsZ'! cooperates with an axle made up of a pair of short axles Ila in supporting the vehicle frame on the tandem frame. Springs 28 rest on the channel bar 26 and are secured thereto, these springs being provided at both ends. with spring shackles 29 which allow for the necessary freedom of action between the vehicle frame and the running gear. Ears 30 are secured to the channel bar 26, as shown in Fig, 7, and are connected by a link 3| to ears 32 extending downwardly from the vehicle frame members I. These act as stabilizers for the running gear to keep it properly aligned when the wheels move up and down, due to inequalities in the road surface. It will also be noted that, as the channel bar 26 moves up and down relatively to the vehicle frame, it tends to move in a short are which would cause it to move slightly forwardly and backwardly relatively to the ears 32. This is acv commodated for by the spring shackles 29. Also,

if there is greater or less of this motion on one side than the other, these spring shackles will allow the same to take place.

The resiliency of the rubber bushings l3, while permitting relative sidewise movement of the tandem wheels, still tends to keep them in alignment while moving straight ahead.

The bar 9a of Figs. 11 and 12 represents, in a modified form, the bars 9 and I0 described above. As is shown most clearly in Fig. 12, the bar 9a has its edges, where the rubber bushing is to be located, removed to form shoulders 33 but it is not reduced to a cylindrical form. The shoulders 33 provide abutments for the washer Ila against which the rubber bushing l3 presses when a compressive force is exerted against it to cause adherence to the bar 9a and the surrounding sleeve of the general type shown at l4, l5. It will be noted in Fig. 12 that part of the faces are flat and part of them are sections of a cylinder, there being edges between the various faces which will help to reduce the possibility of slippage between the rubber bushing and the bar.

Fig. 9 shows a modified form in which theend portion of the bar 9b is fluted for the purpose of providing an even better bond between the shaft and the rubber bushing l3a.

Any type of bushing shown in Figs. 3, 4, 5, and 9 may beused to connect axle I I or stub-axles I la to the springs 28.

It is believed that the operation of this construction is obvious from the attached drawings and the foregoing description, and it will of course be understood that the specific description of structure set forth above may be departed from without departing from the spirit of this invention as described in this specification and defined in the appended claim,

Having now described my invention, I claim:

. A structure of the character indicated comprising a quadrilateral frame of which the forward and rearward elements are axles upon which vehicle wheels are mounted, said axles havin loops adjacent the wheels to receive the other elements of the frame, said other elements comprising lateral elements connecting the forward and rearward elements adjacent the wheels, spool-shaped rubber bushings connecting the frame elements at the corners of the quadrilateral frame, said bushings being under compression in the loops sufiicient to prevent slipping between the rubber and the frame elements but allowing distortion of the frame in all directions, vehicle side frame members to which the quadrilateral frame is connected, the connecting means between the vehicle side frame members and the quadrilateral frame comprising loops, shaft-like means and rubber bushings connecting the loops and shaft-like means, the last mentioned bushings allowing distortion of the quadrilateral frame under stress and causing return of said frame to normal shape upon removal of said stress.

WILLIAM E. MARTIN.

REFERENCES CITED UNITED STATES PATENTS Number Name Date 1,692,891 Fegeol Nov. 27, 1928 1,739,450 Fageol Dec. 10, 1929 2,103,381 Perkins et a1 Dec. 28, 1937 2,237,575 Quartullo Apr. 8, 1941 2,297,483 Kuhne Sept, 29, 1942 2,358,518 Kraft Sept. 19, 1944

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